PROJECT IMPLEMENTATION PLAN

Transcription

1 GLOBAL ENVIRONMENT FACILITY STRATEGIC ACTION PROGRAMME OF THE RED SEA AND GULF OF ADEN PROJECT IMPLEMENTATION PLAN Regional Organisation for the Conservation of the Environment of the Red Sea and Gulf of Aden (PERSGA) United Nations Development Programme (UNDP) United Nations Environment Programme (UNEP) World Bank September 1998

2 ii Strategic Action Programme for the Red Sea and Gulf of Aden CONTENTS Abbreviations and Acronyms iv I. Overview 7 Project Management 7 General Approach to Implementation 9 II. Component Work Plans 11 Component 1. Institutional Strengthening to Facilitate Regional Co-operation 11 Component 2. Reduction of Navigation Risks and Maritime Pollution 13 Component 3 Sustainable Use and Management of Living Marine Resources 22 Component 4 Development of a Regional Network of Marine Protected Areas 27 Component 5. Support for Integrated Coastal Zone Management 30 Component 6 Public Awareness and Participation 33 Component 7 Monitoring and Evaluation of Programme Impacts 35 III. Country Implementation Plans 36 Country Implementation Plan: Djibouti 36 Country Implementation Plan: Northern Coast of Somalia 42 Country Implementation Plan: Sudan 48 Country Implementation Plan: Yemen 54 IV. Procurement and Disbursement 62 Procurement of Goods and Services 62 Financial Disbursement, Management and Monitoring 62 Financial Reporting: Semi-Annual Budget Revisions 63 Annual Independent Financial Audit 64 Management of Resources at the Country Level 64 V. GEF Implementing Agency Reporting, Monitoring and Evaluation 65 Annexes Annex A. Terms of Reference 71 A.1 Chief Technical Advisor 69 A.2 UNDP Programme Co-ordinator 71 A.3 National Programme Co-ordinators 77 A.4 Procurement/Finance Specialist 81 A.5 Navigation Advisor 77 A.6 Living Marine Resources Specialist 81 A.7 Habitat and Biodiversity Specialist 85 A.8 Marine Protected Areas Specialist 89 A.9 Integrated Coastal Zone Management Specialist 93 A.10 Public Awareness Specialist 103 A.11 Editor 107 A.12 Part-Time National Specialists 109 A.13 Navigation Working Group 111 Annex B. Work Plan 107 Annex C. List of Contact Persons 111

3 Project Implementation Plan iii Annex D. Strategic Action Programme for the Red Sea and Gulf of Aden - Executive Summary 115 Annex E. Transboundary Analysis 129 List of Figures Figure 1. Project Management Organisational Chart 69 List of Tables Table 1. Sites suggested to form a regionally representative network of Marine Protected Areas 30

4 iv Strategic Action Programme for the Red Sea and Gulf of Aden ABBREVIATIONS AND ACRONYMS ADB AIS APR CO CRIPEN CTA DAM DEP DNV EEAA EPC EU FAO FR FTI GEF GIS GMDSS GPS GTZ HCENR IALA ICRI ICZM IFAD ILO IMO IOMoU ISERST IUCN LMR MA MARPOL MEMAC MEPA MFW MGP MPA MSRRC NGO nm NPC African Development Bank Automatic Identification System Annual Project Report Country Office (UNDP) Centre de Recherche, de l Information et de la Production de l Education Nationale Chief Technical Advisor Direction des Affaires Maritimes Direction de l'elevage et des Pêches Det Norske Veritas Egyptian Environmental Affairs Agency Environment Protection Council European Union Food and Agriculture Organisation of the United Nations Financial Report Fisheries Training Institute Global Environment Facility Geographic Information System Global Maritime Distress and Safety System Global Positioning Systems Gesellschaft für technische Zusammenarbeit Higher Council for the Environment and Natural Resources International Association of Lighthouse Authorities International Coral Reef Initiative Integrated Coastal Zone Management International Food and Agricultural Development International Labour Organisation International Maritime Organisation of the United Nations Memorandum of Understanding on Port State Control in the Indian Ocean Institut Supérieur d'etudes et de Recherches Scientifiques et Techniques World Conservation Union (formerly International Union for the Conservation of Nature) Living Marine Resources Marine Affairs (Yemen) The International Convention for the Prevention of Pollution from Ships Marine Emergency Mutual Aid Centre Meteorology and Environment Protection Agency Ministry of Fish Wealth Micro-Grants Programme Marine Protected Area Marine Science and Resource Research Centre Nongovernmental Organisation Nautical mile (1 international nautical mile=1.852 kilometres= miles) National Programme Co-ordinator

5 Project Implementation Plan v ONTA PA PFS PAID PFS PC PCMA PCU PDF PERSGA PIP PIR PMT PSC QDR SAP SGP SOLAS TF TSS UKHO UNDP UNEP VHF VTS WB WG Office National du Tourisme et de l Artisanat Preparatory Assistance Procurement/Finance Specialist Port Autonome International de Djibouti Procurement and Finance Specialist UNDP Programme Co-ordinator Public Corporation for Maritime Affairs Programme Co-ordination Unit Project Development Facility Regional Organisation for the Conservation of the Marine Environment of the Red Sea and Gulf of Aden Project Implementation Plan Project Implementation Review Project Management Team Port State Control Quarterly Delivery Report Strategic Action Programme for the Red Sea and Gulf of Aden Small Grants Programme Safety of Life at Sea Convention Task Force Traffic Separation Schemes United Kingdom Hydrographic Office United Nations Development Programme United Nations Environmental Programme Very High Frequency Vessel Traffic System World Bank Working Group

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7 Project Implementation Plan 7 I. OVERVIEW 1. The Global Environment Facility (GEF) Council approved the Project Brief for the Strategic Action Programme for the Red Sea and Gulf of Aden in November UNDP signed two Preparatory Assistance (PA) documents to facilitate the formulation of the agency-specific Project documents. In order to discuss and agree on a detailed implementation arrangement and a work plan for the full-scale Project, two consultative meetings were held with PERSGA and within the three GEF implementing agencies. During the Nairobi consultative meeting held in May 1998, it was agreed that a common management document the Project Implementation Plan (PIP) would be co-operatively developed and attached to each agency-specific Project document. 2. Project Implementation Plan. The Project Implementation Plan is intended to provide an overall management framework for implementation of the SAP. The benefits of having this type of common document are: It will assure the full complementarity and integrity of activities under the Project components to be supported by the three co-operating GEF implementing agencies. A common Project implementation framework and reference material will be provided for use by all co-operating parties. The implementation arrangements, including procurement and disbursement procedures, to be used for activities supported by each of the GEF implementing agencies, will be more easily understood and available for ready access. Countries with activities at the national level will be able to obtain specific information concerning planned activities in a comprehensive manner. Effective Project planning and management by PERSGA, co-operating countries and the GEF implementing agencies is enhanced by having a common, integrated work plan. 3. The preparation of the PIP benefited from the contribution of several international specialists. Written sections were shared and discussed with PERSGA and among the three GEF implementing agencies. The Country Work Plans were prepared after conducting two-person missions during the months of May and June 1998 to Djibouti, Somalia (Nairobi Offices), Sudan and Yemen. 4. The PIP serves as the main reference document to be used for operational purposes. Section I of the PIP focuses on SAP component work plans where activities of regional nature (whether Project- or country-funded) which will facilitate the participation of all countries in regional activities. Section II of the PIP document focuses on activities that will be carried out at the national level of the four southern countries and which will be funded by GEF. The Council of Ministers and PERSGA A. PROJECT MANAGEMENT 5. The Regional Organisation for the Conservation of the Environment of the Red Sea and Gulf of Aden (PERSGA) was officially established in September

8 8 Strategic Action Programme for the Red Sea and Gulf of Aden 1996 with the signing of the Cairo Declaration by all parties to the Jeddah Convention; its Secretariat is hosted by Saudi Arabia. PERSGA is the official regional organisation involved in the development and implementation of the regional programmes for the protection and conservation of the marine environment of the Red Sea and Gulf of Aden. Major functions of PERSGA include the implementation of the Jeddah Convention, the Action Plan, and the existing Protocol concerning Regional Cooperation in Combating Pollution by Oil and Other Harmful Substances in Cases of Emergency. 6. On 26 October 1996, the PERSGA Council of Ministers approved the SAP and delegated responsibility to the PERSGA Secretariat to work directly with countries, international financial institutions and other interested parties to assist them to develop and implement projects which will support the SAP process. The PERSGA Council of Ministers consists of Ministers responsible for environment in their respective member countries. The Council meets on a rotational basis in the participating countries. It provides PERSGA with the high level political support needed to ensure strong co-operation and commitment amongst participating countries, as well as taking strategic decisions regarding PERSGA s programmes and financing. Within the framework of this Project, the Council of Ministers will be briefed about Project progress. Support and the advice of the Council will be sought when new protocols and modifications or annexes to the conventions are deemed necessary. The Regional Task Force 7. In each of the PERSGA member countries, the Government has appointed a Task Force (TF) member. The TF members represent their respective Governments and their commitments to the Red Sea/Gulf of Aden Convention and act as the overall Focal Point for PERSGA activities. Under the Chairmanship of the Secretary General of PERSGA, the Task Force consists of PERSGA representatives from each participating country, the three GEF partners (UNDP, UNEP, World Bank) and the Islamic Development Bank. The Chief Technical Advisor (CTA), The PERSGA Programme Co-ordinator (PC) who will be the immediate counterpart to the CTA) and the Riyadh-based UNDP Programme Co-ordinator (UNDP-PC) also serve as members of the Task Force. 8. The members of the Task Force are not Project-funded. The Task Force will serve as the technical advisory body to PERSGA regarding implementation of the SAP. It will guide and oversee the Project, provide strategic decisions, review and assess the overall thrust of Project progress, provide technical and political support and facilitate Project implementation in the respective country. The TF is the forum whereby co-operation among participating countries, international financial institutions and donors, is enhanced. The TF will meet at least once a year on a rotational basis to discuss Project progress and facilitate implementation of the SAP. Potential donors, such as the European Union (EU) and bilateral donor organisations, will also be invited to the Task Force meetings. In addition, the National Programme Co-ordinators will be invited to the TF meetings, as they will be familiar with day-today running of the Project at the national level. Country Based Implementation and Co-ordination 9. The GEF SAP Project will be implemented through Project-funded regional activities in Djibouti, Egypt, Jordan, Saudi Arabia, northern Somalia, Sudan and

9 Project Implementation Plan 9 Yemen. Saudi Arabia will fund its participation in the regional activities. Project-funded country-based activities will involve Djibouti, northern Somalia, Sudan and Yemen. Project-funded In the four countries where the GEF Project will implement national activities, the Project will fund a National Programme Co-ordinator (NPC). The NPC will make complementary reports to the PC, CTA and PERSGA in his/her country regarding implementation of country-based activities. The NPC will co-ordinate various in-country components, in co-operation with the TF member, and will ensure that implementation of these components is progressing smoothly. The structure of the Project management team is provided in the organisational chart in Figure 1. Daily Management of the GEF Project at the PERSGA Headquarters 10. The Project is executed by PERSGA under the overall authority of the Secretary General of PERSGA. Day-to-day Project management will be the responsibility of the PC and the CTA in close co-operation with the Lead Specialists. For the GEF implementing agencies, the UNDP Resident Representative s Office in Saudi Arabia provides day-to-day backstopping for the Project through the services of the UNDP Riyadh-based Programme Co-ordinator (UNDP-PC). The UNDP-PC will provide both technical and administrative backstopping and monitoring for the Project on behalf of the three implementing agencies. 11. The PC, CTA, the Lead Specialists and the Procurement/Finance Specialist (PFS) make up the Project Management Team (PMT). The PC and the CTA act as the anchor and team leaders for the PMT under the guidance of the Secretary General and the Office of the UNDP Resident Representative. In the spirit of flat and effective management and to ensure greater transparency in decision making, it is expected that the PC and the CTA and their PMT will hold weekly meetings to exchange information and to co-ordinate Project activities. Lead specialists who are not present in PERSGA offices will link by telephone conference or to these weekly management meetings. The Riyadh-based UNDP-PC will travel to Jeddah at least once a month to attend one of the weekly PMT meetings, to ensure substantive and administrative support and backstopping to the Project implementation. B. GENERAL APPROACH TO IMPLEMENTATION 12. It is the foremost aim of the Project to provide maximum benefits to the countries of the Region and their inhabitants, and to assure sustainability of Project achievements beyond the duration of the SAP. To achieve these goals, highest priority will be given to institutional strengthening and capacity building. Training and education of various target groups will be part of all Project activities. Specialists from the Region will be involved in and carry out Project activities. International exchange of knowledge and experience, including establishment of international partnerships, is considered to be of pivotal importance for the long-term success of the Project. However, international consultants will only be involved where the required expertise is not available in the Region. Their main task will be to transfer knowledge and experience. All data gathered by international consultants will be made available to PERSGA. 13. The Project will concentrate first on production of training materials and development of training courses. The training activities will be carefully prepared and targeted appropriately. Selected trainees should be able to participate in Project activities and later on-the-job training to further develop skills. An initial workshop will be held to assess training needs and guide the Project in the development of

10 10 Strategic Action Programme for the Red Sea and Gulf of Aden appropriate programmes. Other early workshops will address regional selection and standardisation of methods and techniques for surveys, data collection and development of databases. Methodologies will be designed in a way that they fulfil the requirements of the Project while being as user-friendly as possible. The type and range of data to be collected will be carefully considered and quality control will receive the highest priority.

11 Project Implementation Plan 11 II. COMPONENT WORK PLANS COMPONENT 1. INSTITUTIONAL S TRENGTHENING TO FACILITATE REGIONAL CO-OPERATION Introduction 14. Significant strengthening of existing institutional arrangements is required for successful implementation of the priority actions identified in the SAP. With the commitment to regional co-operation generated by the SAP preparation process, and given the transboundary character of many environmental threats, cooperation and co-ordination among the various sectors will be substantially strengthened at both the regional and national levels. In the Region, the PERSGA Secretariat represents the most appropriate existing institutional and programmatic framework in which regional co-operation and co-ordination can be achieved. A priority in the SAP is institutional strengthening to promote regional co-operation. 15. Component 1 has the following objectives: Enhanced institutional capacity (both technical and administrative) of PERSGA to effectively lead and co-ordinate the SAP as a long-term regional programme. Closer co-ordination among existing projects and programmes in the Region. Adequate environmental policies and legislation for managing transboundary environmental issues. Enhancement of environmental management capacity throughout the Region. Increased participation in regional and global/conventions on the environment. Development of strong regional networks among environmental organisations. Effective linkages between national and regional goals for protection and management of coastal and marine resources. Component Implementation Arrangements 16. This component is crucial for the success of the Project since it will provide administrative and technical support to the other components. The resource mobilisation element included in the component will contribute to sustainability of the SAP as a whole. The Project component will be implemented by the PERSGA Secretariat which will play a central role in: Developing a Region-wide SAP implementation plan. Providing administrative services to the Task Force as well as regional expert Working Groups (WGs). Developing additional regional protocols as called for in the SAP. Establishing an effective information exchange system and databases. Developing an efficient financing and resource mobilisation programme.

12 12 Strategic Action Programme for the Red Sea and Gulf of Aden Strengthening the Institutional Capacity of the PERSGA Secretariat 17. The PERSGA Secretariat played a commendable leadership role in ensuring active Government participation at both the (i) political/policy and (ii) expert levels during the preparation of the SAP. These were indispensable leverages in the implementation of the GEF PDF-B Project and will be crucial in the implementation of the GEF Project. 18. To ensure that PERSGA is able to continue in this role, a Programme Co-ordination Unit (PCU) within PERSGA will be established, consisting of regional Lead Specialists in the thematic areas of the SAP, administrative support staff (an administrative assistant funded by UNEP and a procurement/finance specialist) and the Chief Technical Advisor, both funded by UNDP. The PCU will strengthen the capacity of PERSGA and will also be responsible for programme administration and financial management including procurement and disbursement. Enhancing Regional Co-operation Programme Work Plan and the Task Force 19. The activities to be carried out under this component will require development of a work plan for Region-wide implementation of the SAP. In furtherance of this goal, the SAP Task Force will be maintained under revised terms of reference to allow it to oversee implementation and monitor the progress of the full programme. Cross-sectoral Co-ordination and Consultation 20. Activities to be carried out will include co-ordination and support of implementation of the national components of the SAP, and their incorporation into national policies and investment programmes. Regional Expert Working Groups will be established for the different themes envisaged under the other Project components. Support will be extended to their meetings and cross-sectoral training workshops. Regional Protocols 21. The development of new regional protocols will be carried out in line with the decisions of the Council of Ministers of PERSGA. A communication/ information/ data exchange system will be put in place. This will include newsletters, e- mail and Internet services, a regional library and an information database. Developing a Sustainable Strategy on Financing and Resource Mobilisation 22. Successful implementation of the SAP requires that a range of resources, both human and financial, be mobilised to support the priorities of the Programme. This will be undertaken through multidimensional approach that includes seeking funds from bilateral and multilateral donors, designing self-financing mechanisms for the respective components, and establishing an environmental fund, as outlined below.

13 Project Implementation Plan 13 Financial Sustainability and Resource Mobilisation 23. While support for environment and natural resources management programmes and investments in the Region traditionally has been provided by national Governments, often with support from international and bilateral organisations, the implementation of the SAP will require new types of resources to support such measures in many countries. A review of the opportunities for self-financing of the different components of the SAP will be carried out at the regional and national level to identify potential economic sources and mechanisms. Consultations with cooperating Governments and stakeholders, including the private sector, will be regularly organised. Red Sea and Gulf of Aden Environmental Fund 24. An assessment will be carried out to determine the feasibility of establishing the proposed Red Sea and Gulf of Aden Environmental Fund to support transboundary activities identified in the SAP. Project activities will therefore involve an evaluation of existing economic instruments within the countries that may contribute to the proposed Fund as well as possible support from other donors. This will include procedures to define disbursement priorities and the legal, governance and administrative structure of the proposed Fund. Introduction COMPONENT 2. REDUCTION OF NAVIGATION RISKS AND MARITIME POLLUTION 25. The Red Sea and Gulf of Aden extend over a distance of some 1700 nautical miles and are on average between 120 and 150 nautical miles wide. They form part of a major world shipping route which currently carries around 7 percent of world seaborne trade. Much of the world s crude and refined oil cargoes pass through the Red Sea and Gulf of Aden and this Region would suffer significant damage if and when a major oil spill occurred. The overall aim of this component of the Project is to support the objectives of the SAP by reducing the risks of maritime accidents and minimising maritime pollution in the Region. Component Preparation Process 26. In order to co-ordinate and support development of this component of the SAP, the PERSGA Navigation Working Group was established in November 1996 and chaired by the PERSGA Navigation Advisor, a regional expert in maritime affairs. Two regional workshops were held one organised by the Public Corporation for Maritime Affairs of Yemen in Aden and the other by the Suez Canal Authority of Egypt in Ismalia. At the first workshop, Det Norske Veritas (DNV) of Norway, made an initial presentation on the report it was preparing for PERSGA under the supervision of the World Bank, entitled Navigation Risk Assessment and Management Plan for the Red Sea and Gulf of Aden. The seminar in Aden discussed matters relating to navigation safety and pollution control and generated a number of recommendations. A follow-up seminar held in Ismalia brought together many of the same experts from the Region to assess the semi-final DNV report, suggest amendments to this report and put forward further recommendations to PERGSA. Following completion of the DNV Report and the SAP, two internationally recognised

14 14 Strategic Action Programme for the Red Sea and Gulf of Aden experts in maritime affairs one from the region and a second with long-term experience in the region prepared a detailed work plan for implementation of the component under the supervision of PERSGA and the World Bank. This work plan is available in the Project files. Objectives 27. The recommendations arising from these seminars, as reflected in part in the DNV report, have been used in the SAP process for the identification of priority actions to be included in this component for improvement of navigation safety and the control of marine pollution in the Region. These objectives emphasise the need to take preventive actions in a number of areas to avoid potential risks through better practices and improved navigation and safety methods. The objectives of the component are to support PERSGA and co-operating countries to: Implement international conventions to which the countries are signatory. Establish a Memorandum of Understanding on Port State Control (PSC) specific to, or which includes, regional states. Provide means by which Port State Control training requirements may be met. Introduce, in co-ordination with the International Maritime Organisation (IMO), additional Traffic Separation Schemes (TSS) and other routing systems. Survey selected portions of the Red Sea and Gulf of Aden. Consider the provision of additional aids to navigation in the Region. Study requirements for additional Vessel Traffic Systems (VTS), particularly in the Red Sea. Strengthen regional co-operation in combating oil pollution. Support regional workshops on key topics. The Navigation Working Group will also review potential financing mechanisms to support long-term operation of navigation systems and oil spill management programs at the regional, national and local levels. Recommendations on these will be prepared for consideration and/or adoption by regional states and local authorities. The implementation of the NWG recommendations will contribute directly to achieving the objectives of the SAP. Component Implementation Arrangements 28. Implementation of this component will be co-ordinated by the Navigation Advisor who will be regionally based and make regular visits to PERSGA. The Navigation Advisor will supervise the Navigation Working Group that includes specialists in maritime affairs, navigation and marine pollution control from the cooperating countries. The Working Group will be chaired by the Navigation Advisor who will arrange the meetings, prepare the agenda and facilitate follow-on activities. The Navigation Advisor will work at the country level with the National Programme Co-ordinators, PERSGA National Focal Points and specialist members of the

15 Project Implementation Plan 15 Navigation Working Group to develop and implement regional and national level activities. The Working Group will support regional training and exchange programs and activities regarding environmental aspects of maritime affairs. The Working Group will provide a forum for joint planning of activities, evaluation of progress, exchange of data and lessons learned. Co-ordination of Working Group Activities 29. PERSGA will arrange and co-ordinate all Working Group meetings and seminars and act as the channel through which contacts with the IMO, International Labour Organisation (ILO) and other international organisations are made. Given the significant relationships between reduction of navigation risks and control of maritime pollution activities, and those supported under other Project components, the Navigation Advisor will work closely with the PERSGA Project team to exchange information, promote co-ordination and prevent duplication of effort. Special attention will be given to co-ordinating activities under this component with those concerning habitat management, MPA development and ICZM. Copies of reports and all significant correspondence concerning the activities of the Working Group will be provided by the Navigation Advisor to PERSGA. PERSGA Navigation Working Group 30. The formal establishment of the PERSGA Navigation Working Group with a long-term role and a mandate to contribute to the objective of increasing navigational safety and protection of the marine environment in the Region will be a valuable means of achieving Project objectives in this regard. To this end, a number of steps will be taken, including: Definition of the Terms of Reference for the Working Group during the implementation phase of the SAP. Definition of the membership of the Working Group to be made up of one expert from each of the co-operating countries, that is, Djibouti, Egypt, Jordan, Saudi Arabia, northern coast of Somalia, Sudan and Yemen, led by an expert from the Region. Definition of a five-year work program tied to the SAP implementation process. Implementation of Conventions and Port State Control 31. Accession to the major IMO conventions varies considerably among PERSGA member countries. Some countries have acceded to many of these conventions, but others have not so far been able to do so. For the successful introduction of Port State Control in the ports of the Region, it is essential that more countries ratify key maritime conventions, particularly those relating directly to Port State Control. A substantial amount of work will need to be carried out in order to move the ratification of these conventions forward, including: Identification of baseline conditions in each of the states with reference to the conventions. Identification of technical, commercial, institutional or legal reasons why conventions have not been ratified by the states concerned.

16 16 Strategic Action Programme for the Red Sea and Gulf of Aden Means of promoting the ratification of these conventions, drawing upon the experience of states in other parts of the world. Review of existing PERSGA protocols and recommendations on the development of additional protocols as necessary. 32. The Working Group will play a key role in bringing to the attention of the Governments concerned the need to accede to and implement these Conventions. It will obtain guidance and assistance from IMO and bi-lateral sources on methods of obtaining support for these procedures. It will also seek exposure for key personnel to the experience of states that are well advanced in the ratification process and in the implementation of PSC procedures. Support for Port State Control 33. The SAP identified the establishment of a Regional Agreement on Port State Control as a priority action to reduce risks from ships with substandard conditions and crews. Under the component, the Navigation Working Group will receive support to undertake the required administrative actions to establish PSC in the PERSGA Region; conduct a Regional Workshop on PSC; and fund a series PERGSA-sponsored courses to train Port State Control Officers in international standards and establish reporting procedures in the Region. The objectives of the workshop are to inform key personnel in the Region and to bring them together to discuss the benefits and methods used in implementation of Port State Control. This will provide a framework for later Project-supported training activities for Port State Control. As part of the process of developing PSC, the Navigation Working Group will review Port Regulations at each port in the region and promote inclusion in the regulations of essential safety clauses. Such clauses could include the requirement for anchors to be ready for dropping from the time a vessel reaches the port approaches; requirements for berthing and final departure from the port, and model rules on safety for use by regional ports. Regional Agreement on Port State Control 34. One issue that will need to be resolved is whether the co-operating countries of PERSGA should develop a Regional Agreement for the Red Sea and Gulf of Aden, or whether they should join the larger Regional Agreement for the Indian Ocean that is currently being developed under the auspices of IMO and with the support of ILO. This process has resulted in the signing of a Memorandum of Understanding on Port State Control in the Indian Ocean (IOMoU) by nineteen countries in the Indian Ocean Region. The IOMoU is based on financial and other commitments by its members and provides for the establishment of a Secretariat, located in Goa, India, and an Information Centre located in Pretoria, South Africa. The PERSGA countries represented at this meeting included Djibouti, Eritrea, Ethiopia, Somalia (through a UNDP nominee), Sudan and Yemen, each of whom has signed the IOMoU. However, a number of PERSGA countries bordering the Red Sea were not represented at the Pretoria meeting, in particular Egypt, Jordan and Saudi Arabia. In light of the new development, the Navigation Working Group, as a priority action, will review the matter and make recommendations with regard to the most efficient way to develop a Regional Agreement on PSC.

17 Project Implementation Plan 17 Improved Communications for Shipping 35. A Global Maritime Distress and Safety System (GMDSS) has been established in recent years. Under the IMO SOLAS (Safety of Life at Sea) Convention, all vessels above 300 tons will need to carry radio and other equipment that allows them to contact coast radio stations and communicate by satellite or other means with Maritime Rescue Co-ordination Centres, Ship Earth Stations (ships), vessels in distress, etc. The GMDSS system also requires Coast Earth Stations to be provided with modern equipment to allow them to carry out their communications responsibilities. To accelerate implementation of this system in the Region, the Navigation Working Group will review plans for the installation of GMDSS equipment at centres in the Region and make recommendations on the most cost-effective means of achieving satisfactory regional coverage, strengthening institutional capacities and training the required skilled personnel. Traffic Separation Schemes (TSS) 36. The whole of the Red Sea may be considered to be an environmentally sensitive area and any damage to ships or spillage of oil may adversely affect the area. The concept of TSS and other ships routing measures has been accepted for more than 20 years as a means of improving the safety of navigation. The IMO is the only international body that has been recognised as competent to approve ships routing measures at the international level. However, IMO does not (normally) act to initiate or provide routing measures. The definition and submission to IMO for approval are primarily the responsibility of the government or governments concerned. These requests can be organised and co-ordinated by special regional bodies such as PERSGA. 37. TSS were introduced some years ago in the Gulf of Suez, the Strait of Tiran and the Strait of Bab al Mandab and have been amended from time to time to improve the safety of navigation in these areas. The introduction of additional routing measures under this component of the SAP is intended to further increase the safety of navigation in the Region. Routing measures are introduced to improve the safety of navigation, to prevent or to reduce the risk of marine pollution and/or other damage to the marine environment caused by ships colliding and/or grounding, and to prevent or reduce the risk of new obstructions being created along international trading routes. The accuracy of navigation on board ships has increased in recent years due to the introduction of modern position fixing methods such as satellite navigation systems (Global Positioning Systems-GPS, Doppler GPS etc.). DNV stated in its report that around 1 million end on situations between northbound and southbound vessels transiting the Red Sea occur each year. These vessels, when using the routes from Bab al Mandab to the southern entrance to the Gulf of Suez, which are very similar, risk being involved in end on collisions. The purpose of the routing measures proposed for the Red Sea is therefore to separate the tracks of the northbound vessels from those of the southbound vessels by a suitable distance. Proposed Areas for New TSS 38. Under the component, the Navigation Working Group, in full coordination with the IMO and concerned national governments, will undertake actions to formally establish new TSS in selected priority areas. These areas include: Northeast Side and Southwest Side of the Hanish Islands. It is proposed to improve the safety of navigation in the Region thorough introduction of two

18 18 Strategic Action Programme for the Red Sea and Gulf of Aden new TSS on the northeast and southwest side of the Hanish Islands. The schemes have been proposed since vessels passing to the northeast and southwest of the Hanish Islands must navigate in areas in which shallow water, rocks, islands and other navigational hazards are found. The introduction of new TSS for these specific areas is intended to provide safe routes around the various hazards, supported by additional aids to navigation where required. New obstructions are being reported each year in areas which are used by transiting vessels. By defining TSS and Recommended Tracks, the extent of the area that will ideally be re-surveyed as a matter of urgency to handle the larger vessels in transit will be reduced. Two TSS have been initially defined for submission to IMO. These will connect with the existing TSS in operation for Bab al Mandab and the southern entrance of the Gulf of Suez through the use of Recommended Tracks. The Tracks could be shown on charts of the Red Sea, or could be referred to in notes on the charts covering the area. The Recommended Tracks have been designed to separate the two streams of traffic; the proposed tracks lie 2.5 nautical miles on each side of defined positions. By connecting existing TSS at the southern and northern ends of the Red Sea to the new TSSs around the Hanish Islands by tracks, the desired separation of northbound and southbound traffic by a distance of around 5 nautical miles will be achieved. The tracks have been designed to ensure that ships remain in deep water areas close to the centre of the Red Sea where possible; are routed well clear of shallow areas (to allow searoom in the case of navigational errors, engine and/or rudder failure, drifting etc.); and make maximum use of existing and possible future navigational aids and other routing measures. Extension of Ras Muhammed TSS. Another routing measure which has been proposed is the extension of the TSS around Ras Muhammed at the southern tip of the Sinai Peninsula in Egypt. An area to be avoided is regarded as a routing measure as it prevents vessels from entering certain defined areas at sea. UK Admiralty Chart No. 8 indicates that an area to be avoided exists south of Ras Umm Sidd. This is a particularly sensitive area of the marine environment. The notes states that to avoid risk of pollution, vessels carrying dangerous or toxic cargoes, or any other vessel exceeding 500 GRT should avoid the area indicated. It is recommended that IMO be asked to extend this area to be avoided to the west of Ras Muhammed to ensure that traffic is kept clear of the headlands and reefs around the southern end of the Sinai Peninsula. An area to be avoided is considered by IMO to be a routing measure which can be introduced when it is exceptionally important to avoid casualties. Any unauthorised vessel entering the area to be avoided would be warned that it is entering this area by the VTS stations operating in Gulf of Suez and the Strait of Tiran. 39. The objective of separating northbound and southbound traffic transiting the Red Sea is partially achieved by introducing the two proposed TSS adjacent to the Hanish Islands. To confirm this separation, it is envisaged that this traffic will navigate between Bab al Mandab and the southern end of the Gulf of Suez along Recommended Tracks. These tracks will be defined for presentation to the IMO Navigation Sub-Committee responsible for Routing Measures as soon as the necessary foundation work has been done. This work will include and require the positive contribution of the Navigation Working Group in achieving the approval of Egypt, Eritrea, Saudi Arabia, Sudan and Yemen for submission of agreed tracks to the IMO.

19 Project Implementation Plan 19 Hydrographic Surveys and Navigational Aids 40. A fundamental requirement for safety of navigation and implementation of this component of the SAP is the accuracy of navigational charts and other navigational information that is made available to vessels operating in the area. An examination of navigational charts for the Region reveals that surveys for large areas of the Red Sea and Gulf of Aden were carried out many years ago, using the technology available at that time. Subsequent surveys, or accidents to ships, have demonstrated that isolated rocks and other obstructions were not discovered or recorded on surveys which may have been carried out 100 years or more ago, or that depths have changed since the surveys were done. Shallow water, rocks or other obstructions in or near routing measures must be recorded on charts and in other navigational publications. The failure to carry out surveys in the past has led to problems in TSS, and IMO requires survey results to be submitted to it before it will approve a new or revised scheme. Survey Procedures 41. The United Kingdom Hydrographic Office (UKHO), is responsible for producing charts of this area and for carrying out survey work in the Region. It receives data from a number of sources. These include surveys carried out by naval or private survey vessels for Governments in the Region, surveys carried out for oil companies involved in offshore exploration, data from United Kingdom naval survey vessels which may be sent to the Region or are in transit and depth recordings from commercial ships. Much of the survey work required by the UKHO is now carried out by commercial survey companies under contracts with standards set by the UKHO, and frequently under the direction of a naval survey officer or naval hydrographic adviser. Charts are also produced by other organisations, such as the French Navy in the area around Djibouti, and the Saudi Arabian Ports Authority for the coast of Saudi Arabia. Priority Areas for Survey 42. Under the SAP, two priority areas are due to be defined and surveyed. The cost of hydrographic survey work is very high and it must be assumed that the surveying required will be carried out by a commercial company at normal commercial rates. In order to limit costs, it is recommended that the two areas selected for these surveys be the proposed TSS to the northeast and southwest of the Hanish Islands. It is therefore proposed that these areas should be surveyed, covering the planned TSS and beyond these to a distance of 500 meters on either side of the traffic lanes and 1000 meters to the north and south of the boundaries of each scheme. 43. Additional areas that may be considered for priority survey, subject to availability of funds, include: the existing TSS in the Strait of Bab al Mandab, particularly if the Navigation Working Group decides that an amendment to this scheme should be submitted to IMO; the approaches to Port Sudan or Suakin in Sudan, as these ports are being expanded and the need for new survey work is recognised by the Government; and the approaches to the Port of Aden, which may be given priority because it is anticipated that there will be a lot more use of the port by very large container vessels from late 1999 onwards. As these locations are relatively close to each other, additional mobilisation costs for the survey vessel should be low if a larger number of surveys can be conducted at one time.

20 20 Strategic Action Programme for the Red Sea and Gulf of Aden Survey and Improvement of Navigational Aids 44. The component will facilitate arrangements and provide support for a survey of the positions and characteristics of any navigational aids in the Region. This survey will be independently prepared and provide the basis for possible SAP-supported actions to upgrade these facilities. It is planned that, subject to the approval of the Navigation Working Group and concerned National Authorities, the regional members of the International Association of Lighthouse Authorities (IALA) should ask IALA to carry out a separate survey of navigation aids in the Red Sea and Gulf of Aden. This survey would exclude the Gulf of Suez, which has already been inspected by IALA. The IALA survey would be required to determine the present status of these aids and what actions, if any, may be necessary to improve or extend them. Proposals for improving their effectiveness and/or means of operation may be put forward by IALA. These would then be reviewed by PERSGA and the Navigation Working Group for consideration for funding under the SAP. Vessel Traffic Systems (VTS) 45. A Vessel Traffic System (VTS) is described as any service implemented by a competent authority primarily designed to improve the safety and efficiency of traffic and the protection of the environment. It may range from the provision of simple information messages to extensive management of traffic within a port or waterway. It may cover some or all of the following functions: provision of routine information; co-ordination of ship movement reports; monitoring of compliance with established traffic rules; provision of advice or guidance; and/or regulation of traffic. The principal function of the surveillance is to monitor traffic flow in and around the TSS and detect any vessels that fail or may be about to fail to comply with the traffic regulations. It is then possible to broadcast warnings to the vessel at fault and to all vessels operating in the area. Modern VTS vary from simple radar/vhf-based systems to complex installations involving multiple radars, VHF stations and channels, and computerised data processing. The functions of the VTS can vary from the provision of relatively simple information to relatively complex traffic regulation. 46. VTS are frequently associated with port areas and some, but by no means all, IMO Traffic Separation Schemes (TSS). The establishment of ships routing measures implies that vessels in the area will be navigated in accordance with the requirements and constraints that the measure imposes. Experience shows that this is not always the case and that some ships will be navigated in contravention to the measure, leading to possibly dangerous situations for these vessels and for other users. This implies that a routing measure should be monitored to achieve maximum effectiveness, and that vessels which do not follow the requirements of the measure, and which may be standing into danger, should be warned and/or penalised as appropriate. The future fitting of transponders to ships carrying hazardous cargoes will allow for their automatic identification (Automatic Identification System, AIS). It will then be possible to display on a radar screen data on the ship s identity, type, size, course, speed, cargo carried etc. VTS in the Northern Red Sea 47. Some of the larger Port Authorities in the region already operate Vessel Traffic Services. Outside the Suez Canal and port areas in the Red Sea, Traffic Separation Schemes exist along the whole length of the Gulf of Suez and the Strait of

21 Project Implementation Plan 21 Tiran. In addition, certain vessels are not allowed to enter the environmentally sensitive area south of Ras Muhammed on the Sinai Peninsula. The need to introduce VTS to allow both surveillance of and guidance for these areas has been recognised for some years and steps are now being taken to provide these. The Gulf of Suez VTS will be a multi-station installation covering the whole of this Gulf to the southern limit of the TSS. It is expected to be in operation by the end of The VTS for the Strait of Tiran and its approaches is also expected to come into operation in These VTS will monitor important areas in the northern end of the Red Sea. VTS in the Southern Red Sea 48. Traffic using the TSS in the southern end of the Red Sea through the Strait of Bab al Mandab has not been and is not currently monitored. The radar and/or VHF communications equipment could be set up on Mayyun (Perim) Island or on the higher land (possibly on Jebel al Menhali, 270 metres high) on the coast of Yemen 5 nautical miles east-northeast of the island or on the Djibouti side of the Strait. If it is decided that the VTS should be located on the Yemeni side of the Strait, it may be necessary to link the VTS to the Port of Aden. Under the component, a feasibility study will be prepared for establishment of a VTS at the southern end of the Red Sea that will initially monitor traffic in the area around this TSS. The Terms of Reference have been prepared, based on consultation with IMO, IALA and local authorities. Under the Terms of Reference, the Consultant will evaluate alternative sites for the VTS, provide detailed cost estimates for investment and operation of the facility, review training requirements for operators and users, and assess potential user-based funding mechanisms. On the basis of this feasibility study it is planned that the component will support development of the initial phase of the VTS for the southern Red Sea. Regional Workshop and VTS Training 49. The Consultant will also plan and conduct a Regional Workshop on Vessel Traffic Systems. The objectives of the workshop are to increase appreciation within the Region for the importance of VTS in monitoring Traffic Separation Schemes and other routing measures, as well as their role in improving safety in port areas. This will provide a framework for later Project-supported training activities for VTS. The workshop will be attended by members of the Navigation Working Group and by other key personnel involved in these issues. It will be followed by a series of VTS training courses held at various locations in the Region for operators of regional and local systems. Oil Spill Prevention and Management 50. The component, using GEF and PERSGA funding, will support three complementary activities for oil spill prevention and management at the national level, including: Regional Oil Spill Contingency Strategy. Terms of Reference for the conduct of a feasibility study on a Regional Oil Spill Contingency Strategy will be prepared, within which sub-regional, national and local Oil Spill Contingency Plans will be located. Following evaluation and approval, the strategy will be implemented by the countries of the Region.